FleetPros Blog

In an effort to avoid a shocking experience, I am offering a few comments and opinions about Hybrid vehicles, both passenger cars and trucks. Recently I have had the privilege of attending several extended sessions on Hybrid Vehicles. You will recall that I brought Dr. Mark Quarto to the valley on July 9, 2003 for what was, I believe, the first training provided to RMFMA on hybrid technology.

I remind you that my knowledge and understanding in no way compares to that of Mark. I would encourage you to use my comments as a springboard to do research before considering purchase, operation, or service of hybrid vehicles in your fleet.

First, let me discuss some horror stories, which have already occurred. Number one on the hit parade is a technician or lot attendant driving a hybrid vehicle to a stall for service. With most hybrid vehicles the engine will shut off when the brakes stop the car. Under pressure to get to the next task the driver hears the engine shut down, believes it is shut off, and opens the door. As they leave, the vehicle moves forward into the bench and tool box or backwards into whatever may stop the movement. This has already happened over 100 times in shops.

Part of the problem is that there are no special DOT standards for standard Hybrid vehicle control systems. You may depend on all of them being different. Some master disconnect devices are located in the front of the rear luggage compartment and require class “0” insulated gloves rated at 1000 volts. These gloves have printed expiration dates and must be re-certified every 6 months. I also recommend the use of leather gloves (to avoid puncture) with a cotton liner to manage perspiration, although this can add substantially to shop expense.

As a suggestion, down load or obtain a copy of the owners manual for the vehicle you are considering. The manual will outline procedures that can injure or kill, damage expensive components, or void warranty on high dollar replacement parts.

I have listed below some other potential issues that you may want to consider:

Hybrid engines require oil changes. In addition to demanding an exact volume of specified oil, failure to shut the vehicle down properly may cause the engine to start on its own when the oil has been drained and elevated on the rack. This normally damages the engine sufficiently by the time it is shut down to require engine replacement.

Some vehicles can not be moved shut down with the wheels on the ground because wheels are connected to a motor/generator that generates voltage which will damage modules in the control system. Many vehicles have a complicated procedure to prepare the car for wheel alignment so you can move the car on the rack to the alignment position. We have had some Hybrids not shut down properly start and drive off of the alignment rack. Special battery chargers and 12 volt replacement batteries are required and are often updated in bulletins.

Using electric power to get the vehicle to fuel when it runs out could take the high voltage battery to below the 20% critical minimum charge and void the replacement warranty on the battery.

Some Hybrid vehicles have a zero emission fuel tank that requires recalibration of the vehicle level sensor weekly or the fuel gauge will not function properly.

Many Hybrid vehicles require special low rolling resistance tires. If so, what is the cost for the tires vs. the loss in mileage?

There is an issue with the limited use of brakes because of the regenerative braking. Corrosion on brake drums and rotors because of limited application can be an issue. In contrast certain road conditions can cause premature wear of the friction material.

Many hybrid vehicles use dual scroll compressors that are belt driven and a second integral compressor that is driven by a motor that runs on 300+ volts. Contamination of the special ester based oil with incorrect dye (any dye on a Honda) or PAG Oil at a rate of only 1% can cause compressor failure at about $1800 a pop or electrify the system and injure or kill a technician or anyone else that touches ground and a metal part attached to the compressor. These systems demand special HVAC service equipment that meets a new SAE Standard in process SAE J-2788H.

Proper use of voltmeters is a critical safety consideration. Most technicians have become very cavalier about how they use a voltmeter. Hybrid vehicles introduce a new element to technician safety called natural selection. If the technician ignores the instructions and does something stupid they are simply eliminated from the gene pool.

By Federal requirement any circuit at or above 60 volts and 1 amp minimum must be covered with an orange loom and/or orange insulation. 300 to 600 volts is very common. New Allison hybrid transmissions run at 900 volts. This is not your Dad’s Oldsmobile. Subjects to be evaluated include a plethora of loss control issues, including but not limited to, operator instruction, who is authorized to open the hood, who is authorized to work on the vehicle, should this vehicle go home with the employee, etc. The issue is not if but when we will see fatal accidents.

Most high voltage wires run from the high voltage batteries in the rear to the front of the vehicle. This leaves them open to damage and the consequences of using a frame contact hoist or a jack. Is changing a tire on the road a problem? Any time the battery is handled, proper gloves are a must. I have yet to see a battery with a shut off switch.

Lastly, the other area of concern I have is life cycle cost. Seven years from now will this vehicle require replacement of the high voltage battery? Will remanufactured units be available at a reduced price? What about the special tools and training required? One tool everyone is going to need is a Fluke Model 1587 meter for high voltage insulation testing. Special scan tools will be needed. This is just the beginning.

I hope that I have made a case for the need for some attention to this matter. Please feel free to contact me a jjbrunner@msn.com or 480-969-4307 if you want to beat me up or ask some questions.

The Federal Emergency Management Agency’s (FEMA) National Integration Center (NIC) relies on several working groups comprised of experienced practitioners, to include a Public Works Working Group (PWWG), to provide guidance on implementing and improving the National Incident Management System (NIMS). The PWWG, in conjunction with other discipline working groups, continues to volunteer valuable time to address a significant component of NIMS; providing a credentialing and resource typing initiative.

As part of the credentialing and resource typing initiative, the PWWG has been working on four areas to strengthen state and federal coordination of major incident response:

The establishment of common performance guidelines for training emergency responders.

The use of common definitions for typical deployable resources (Resource Typing of equipment and teams).

The implementation of a process for credentialing emergency responders - a process to be easily used to support mutual aid through quick and accurate verification of the identity and qualifications of emergency response personnel (Credentialing).

The development of Job Aids to assist responders by identifying the responsibilities and suggested materials necessary to function within a specific Incident Command System (ICS) position (Job Aids).

Recent credentialing and resource typing initiatives by the PWWG include:

Developing Job Aides to assist Public Works Professionals achieve success in their Incident Command System (ICS) roles.

Updating FEMA’s original 120 Resource Typing definitions by engaging pertinent stakeholders (including but not limited to US Army Corps of Engineers, State and local Fleet and Public Works entities) for their review and comments.

Assisting additional NIMS working groups in developing critical guidance documents to include a qualifications process guide and all-hazard position task books.

The PWWG continues to contribute initiatives to improve NIMS to include support of national guidance for credentialing, resource definitions and training programs.

Responders are encouraged to take ICS training and educational courses online to get certifications to serve in the Incident Command centers for emergency response to major incidents. The FEMA website for ICS trainings is www.training.fema.gov. The following web sites are available to view updates on the progress of FEMA efforts: